The new architecture also led to the development of a more linear exhaust line located in the upper part of the engine compartment . The shape of the exhaust reduces back pressure and contributes to boosting performance . The exhaust manifold and catalyser housings are made entirely from Inconel ®, a steelnickel alloy that reduces the weight of the exhaust and makes it more resistant to high temperatures .
Sound-wise , the 296 GTB rewrites the rulebook by harmoniously combining two characteristics that are normally diametrically opposed : the force of the turbos and the harmony of the high-frequency notes of a naturally-aspirated V12 . Even at low revs , inside the cabin , the soundtrack features the pure V12 orders of harmonics which then , at higher revs , guarantee that typical high-frequency treble . This Ferrari ’ s soundtrack matches its performance , creating a sense of unprecedented involvement , and marking the turning of a new page in Maranello ’ s berlinetta history .
Even to those outside the car , the shrill sound of the engine is instantly recognisable . The first in the F163 engine family , this V6 earned itself the nickname “ piccolo V12 ” ( little V12 ) during the development phase . The 120 ° V architecture guarantees a symmetrical firing order while the equal-length , tuned exhaust manifolds combined with the single exhaust line outside the hot-V amplify the pressure waves . These characteristics are what lend such purity to the orders of harmonics , which are further helped by a limiter that hits an impressive 8500 rpm . The patented “ hot tube ” has been completely redesigned for the 296 GTB and is positioned prior to the exhaust gas treatment systems so that it channels the pure sound into the cabin , further enhancing driver involvement and excitement .
ELECTRIC MOTOR
This is the first ever Ferrari with a rear-wheel drive-only PHEV ( Plug-in Hybrid Electric Vehicle ) architecture in which the ICE is integrated with a rear-mounted electric motor producing up to 122 kW ( 167 cv ) derived from the Formula 1 application from which it also inherits the MGU-K ( Motor Generator Unit , Kinetic ) moniker . The electric motor and ICE communicate via the Transition Manager Actuator ( TMA ) which allows them to be used both together to produce a combined power output of 830 cv or decouples them to allow the electric motor to run solo .
Aside from the V6 turbo and the 8-speed DCT already adopted on the SF90 Stradale , Ferrari Roma , Portofino M and the SF90 Spider , the powertrain architecture also includes the MGU-K electric motor positioned between the engine and gearbox , the TMA to decouple the electric motor from the ICE , the 7.45 Kwh high voltage battery , and the inverter which controls the electric motors .
The MGU-K is a dual-rotor single-stator axial flux motor . Its compact size and its structure allowed the length of the powertrain to be reduced which , in the final analysis , helped shorten the 296 GTB ’ s wheelbase . The electric motor charges the high voltage battery , turns on the ICE , supplies it with additional torque and power ( up to 167 cv ) and allows the car to be driven in all-electric eDrive mode . The MGU-K ’ s improved design allows it to reach maximum torque of 315 Nm , around 20 % more than previous applications .
The TMA ( Transition Manager Actuator ) allows very rapid static and dynamic transitions from electric to hybrid / ICE mode and vice-versa , thereby guaranteeing smooth , progressive torque . Its control software , which was developed entirely inhouse by Ferrari , communicates with the DCT , motor and inverter software to more efficiently manage ICE ignition and its connection and disconnection to the transmission . Thanks
to new generation components , the TMA allowed the design of an incredibly compact transmission : the system has an overall impact on the length of the powertrain of just 54.3 mm . Its architecture comprises a triple-plate dry clutch , a clutch command module in line with the driveline with a clutch control linkage , and ECUs .
Thanks to an innovative design manufactured using laser welding , the 296 GTB ’ s high voltage battery has a 7.45 kWh capacity and a competitive weight / power ratio . The battery pack is located under the floor and to minimise volume and weight , the cooling system , structure and fixing points are integrated into a single component . The cell modules contain 80 cells connected in series . Each Cell Supervisor Controller is installed directly in the modules to reduce volume and weight .
The 296 GTB ’ s inverter is based on two silicon modules connected in parallel , the power deliver mode of which has been optimised to achieve the MGU-K ’ s torque increase to 315 Nm . This component converts the electric energy with an extremely high level of efficiency ( over 94 %) and can supply the power required to start the V6 even when there is maximum demand for electric power .
AERODYNAMICS
The 296 GTB bursts into the mid-engined berlinetta sports car range , with several radical and innovative solutions . The turbo has been installed above the vee of the crankcase in a hot-V configuration . This means that all of components most critical to heat generation are clustered in the upper centre area of the engine bay , which in turns allows more efficient heat management both of the engine bay itself and of the electrical components . This sharp break from the past is further highlighted by aero choices , which have turned the active aero paradigm introduced from the 458 Speciale onwards , on its head . On the 296 GTB , for the first time , an active device is being used not to manage drag but to generate extra downforce . The LaFerrari-inspired active spoiler integrated into the rear bumper allows the 296 GTB to generate a high level of rear downforce when required : the equivalent of a maximum of 360 kg at 250 km / h in high-downforce configuration with the Assetto Fiorano package .
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